Tool-car.



J. W. KENDRIGK.

TOOL GAR.

APPLIOATION FILED AUG. 10, 1909.

1 ,072,6 1 8. atented Sept. 9, 1913.

4 SHBETS-SHEET 2.

J. W. KENDRIGK.

TOOL cm.

APPLICATION FILED AUG. 10, 1909. 1 ,072,6 1 8,, Patented Sept. 9, 1913,

4 SHEETS-SHEET 3.

2? D Z4 g0 fiu ereiar" J. W. KENDRIOK. TOOL GAR.

APPLICATION FILED AUG. 10, 1909. 1 ,072,6 1 8 4 SHEETS-SHEET 4.

, Ja /U zajemzpm'e @M J$Lm WLZW %a @3620 Patented Sept. 9, 1913.

drive a great number of spikes at one set-' UNITED STATES PATENT OFFICE.

JOHN w. mansion, on cuxcaeo, runners.

' TOOL-GAR.

Specification of Letters Patent.

Application filed August 10, 1909. Serial No. 512,246.

To all whom. it may concern:

Be it known that I, J OHN W. Kunonrox, a citizen of the United States,residing at Chicago, in the county of Cook and State of Illinois, haveinvented certain new and usefol-Improvements in Tool-Cars, of which thefollowing is a specification.

The object of my invention is'to provide an apparatus for driving screwspikes in railway ties. l

A particular object is to so construct the apparatus that it is welladapted to being carried by a car. I have also given particularattention to a car frame suited to my apparatus.

Another object of my eii'orts has been to provide an apparatus which maybe used to ting or position of the car, thereby neoessitating the movingof the car with the least frequency.

A further object has been to provide means for adjusting the tool to thespikes with the least possible effort on the part of the operator.

I have also provided a motor on the car for furnishing power for theapparatus and have equipped the car with air brake and other apparatus.

Otherobjects will be made apparent in the following specification andclaims,taken in connectiomwith the accompanying drawings, in which-Figure 1 is a side'elevation of one end of a car as designed andequipped for the purpose described. Fig. 1 is a side elevation of theopposite end of the same car. Fig. 2 is a plan view of one end ofthe'carwith the apparatusin place. Fig. 2 is a plan view of the othere'nd'of the same. side elevation of the swinging arm and carriage withthe mechanism related thereto. Fig. 4 is a plan view of the same. Fig. 5is an end elevation of the-same' Fig. 6 is an elevation of the sameviewed from the opposite side. Fig. 7 is a section of the jaw clutch.Fig. 8 is an end view of one engaging member of the jaw clutch. Fig. 9is an end view of another engaging mem'ber of the jaw clutch. 1

In the drawings, the main frame of the car comprises the center sill 10of suitably strong and rigid construction which extends from end to endf the car and forms its main body. It rests upon a truck frame at eachend. This center Bill 10 or main body Fig. 3 is a is of considerablelength and is trusse'd by the tension member 11 havinga turnbuckle 12,and the struts 13.

Upon one end of the car frame, a platform 14 is provided to which theusual air brake equipment 15 is attached. The air brake equipment isthus disposed. becauseall the room that is available beneath the "car isdesired for the spike driving mechanism. Upon the other end of the carframe a platform 16 is nishing motive power to the spike drivingapparatus. In the drawings, I have illustrated a gasolene engine, or aninternal combastion motor using a liquid fuel as the preferred type.

Mounted on the center sill 10 and arranged transversely thereto is aseries of cross bars 18 which are held a considerable distance abovesaid center sill by supporting members 19. 'At the extremities of-thecross bars 18 are suspended the long I-beams 20 which serve as carryingrails for the tool carriages 21. There is one of these carry--convenient relation 'to the track rails 22.;

Two of the cross bars 18 are elevated at short space above the carryingrails 20 by.

small blocks 23 in order to permit clearance of guide rollers 24 on thetool carriages 21 described below.

Beneath the carrying rails 20 are the driving shafts There is one f'theshafts 25 thus mounted below each guide rail. Three bearings 26 areprovided for each shaft 25, one at each end and one in the middle. Theshafts'25 are thereforafree. of obstructions for a proximately halftheir lengths. Upon t e end of each sprocket wheel 27 is attached. Twosimilar sprocket wheels 28 are fixedto the shaft of the motor 17 andsuitable chains connecting these sprocket wheels with those on theshafts 20 are provided.

The tool carriage 21, of which there are four provided for each car, aspreferred in the present embodiment of my invention, is

shaft near the motor 17 a Patented septa, 191s.

provided for a motor 17, for fur- 4 25 which are supported bytes-r ings26 suspended from the guide rails 20-.-

supported and guided by the rail 20. There are two of these toolcarriages on each side of the car. The rollers 24 are grooved and bearupon the upper flanges 29 of the I- beam, of which the guide rail 20 isformed. The rollers 24 are mounted upon the upper extremities of thearms 30 which project upwardly from the main body of the tool carriage.The arms 30 constitute smaller divisions or forks of the two upwardlyturned portions 31 of the main body of the carriage. The supportingrollers 32 are mounted upon the pins 33 fixed in the arms 30 at such anangle that the tread portions 34 of therollers bear evenly upon theinclined upper surfaces of the lower flanges 35 of said I-beams 20.There are four of the rollers 32 for each toolcarriage, and these takenin connection with the four guide rollers 24 provide a very efiicientsupporting and guiding means for the tool carriage.

The tool carriage 21 is provided with a bearing 36 for theshaft 25 andanother bear ing 37 of larger diameter for a sleeve 38 which is integralwith a bevel gear wheel 39. The said sleeve 38 is held against longitudinal displacement by the nut 40 which is threaded on the end ofsaid sleeve and secured thereon by the small screw 41. The

said sleeve 38 is fitted to the shaft 25 and is non-rotatively engagedtherewith by the feather 42 which slides in the keyway 43. By the abovedescribed construction the tool carriage 21 is permitted to slide alongthe shaft 25, and the rotationof said shaft will be transmitted to saidgear 39 in its various positions. 3

The tool carriage 21 is provided with a vertically depending trunnion 44which serves as a support and a bearing for the horizontally swingingarm 45. The nut 46 is threaded soon the lower reducedend 47 of saidtrunnion and is secured thereon by the small screw 48. The verticalshaft 49 has bearings 50 and 51 in the tool carriage and in saidtrunnion 44. The bevel gear 52 is fixed upon the upper end of the shaft49 and meshes with the gear 39. The-gear 53 shaft 63 and meshes with ais fixed upon the lower end of the shaft 49 and meshes with the gear 54.

The horizontally swinging arm 45 carries at its outer end the bearings55 and 56 for the vertical shaft 57. At its lower edge are two bearings58 and 59 for a horizontal shaft 60. The bevel gear 61 is fixed upon theend of the shaft 60. Near the outer end of the swinging arm 45 is abearing 62 for a short vertical shaft 63. A bevel gear 64 fixed upon thelower end of shaft 63' meshes. with gear 61. The spur gear 65 is fixedupon the upper end of said spur gear 67 shaft 57 by non-rotativelyengaged with 'means 'ofthe feather 68 which'slides in the The shaft 57is joined to the shaft 70 axiallycoinciding therewith and below same bythe friction clutch or coupling 71. The friction clutch 71 permitsslipping when the shaft 70 meets with great resistance to rotation, asis likely to occur when the spike is screwed home and the tool has notyet been removed from its head. At the lower end of the shaft 70 is ajaw clutch 72 of a type which engages a tool shank 73 when presseddownwardly upon said tool and which disengages when lifted. The toolshank 73 is provided with a head 74 having a square tapered socket 75 tofit the heads of screw. spikes. The jaw clutch. 72 comprises an outershell 90 having a cylindricalbore 91 which fits the tool shank 73, andis threaded internally at the opposite end 94,to.the sleeve 95. Thissleeve is held the lower end 96 of the shaft 70 by the stud 97,' whichis threaded into the lower-end of said shaft 70. The internal shoulder6r. 7

flange 99 lies between the head 98 of the stud 97 and the end 96 of theshaft 70, there by securely holding the sleeve 95 in place. The head 98is provided with sector shaped projections 100 on its lower face. Theseprojections are tapered and fitted to sector shaped spaces 101 betweensimilar projections 102 on the head 103, of the stud 104, which isthreaded into the upper end of the tool shank 73. The head 103 projectsbeyond the periphery of the shank 73 and the shell is chambered at 105for a distance sufficient to permit the disengagement of the heads 98and 103. It will be seen that a downward pressure of shaft 70, whenshank 73 and the tool are held back by the spike,

will cause a rotative engagement of said shaft 70 with said shank 73. Alifting of the shaft 70 causes a disengagement.

A lever 7 6 is pivotally attached to a collar 78 loose on the shaft 7 0,and held against endwise movement thereon by the fixed collar'79 and thehub 80 of the clutch 71, said hub also being fixed to the shaft. Thelever.

76 is looped around the collar 78 by the yoke 77, and pivotal connectionis made by means of trunnions 81. The lever is drawn upwardlyv by thetension spring 82, attached at 83 to the swinging arm 45. The fulcrum 84is connected to the swinging arm 45 by the link 86, which is pivotallyattached at 87 to the swinging arm, and at 84 to the lever 76. Thecollar 88 fixed to the shaft 57 limits the upward movement caused by thespring 82.

In using the machine the car is first moved to a position covering aportion of the track in which it is desired to drive screw spikes. Anoperator is given charge of each of the four tools 74 and its carriageand driving mechanism. By the combined movements of the swinging arm 45in a circular direction and the longitudinal movement of the carriage 21along the supporting and guiding rail 20, the tool 74may be brought intoengagement with the head of the spike it is desired to drive. Theoperator now applies a downward pressure to the lever 76 and thispressure causes the jaw clutch 7 2 to engage the tool shank 73 and causea rotation thereof. This rotation causes the spike to be screwed intothe tie.

The motor 17 is preferably operated continuously while the work of spikedriving is being carried on. The shafts 25 transmit the ower to thebevel gears 39 by means of the eathers 42. The gear 39 drives the gear52, and the power is transmitted by the shaft 49 to gear 53. Gear 54 nowreceives the power, and shaft 60 transmits it to gear 61 meshing withgear 64. Shaft 63 carries it to gear 65 meshing with gear 66 featheredon shaft 57. The power is now transmitted through the friction clutch 71to shaft 70 and to the jaw clutch 7 2, which drives the tool 74. Upondiscontinuing pressure on the lever 76, the operator may permit the tool74 to be lifted by the spring 82. This movement also causes the jawclutch 72 to become rotatively disengaged from the tool shaft, 70. Thetool 74 may now be placed upon the head of another spike, the swingingarm 45 being moved upon its vertically depending pivot 44 in a circulardirection, and the carriage 21 being moved along the supporting andguiding rail to the extent necessary to bring the tool into connectionwith said spike. When the tool can no longer be adjusted to any of thespikes beneath the car, the car is moved to a new position.

I claim:

1. In a railway car, a center sill, laterally extending supports mountedthereon, guide rails carried by the ends of said supports, a series ofspike-driving tool carriages movably mounted on said guide rails, amotor, and mechanical driving connections from the motor to said toolcarriages. f a

2. In a railway car, a center sill, transverse members fixed thereon,guide rails fixed on the ends of said transverse members,

carriages movably supported on said guide rails, and tool-carrying armsmounted to swing in horizontal planes on said carriages.

3. In a railway car, trucks at the ends thereof, a center sill supportedby said trucks, an I-beam guide rail at one side of the center sill andsupported therefrom, a carriage having rollers bearing on the lowerflanges of said guide rail to support the carriage and having otherrollers bearing against the upper flanges of said rail to'preventoscillation of said carriage, and a toolcarrying arm pivoted to saidcarriage.

4. In a railway car, a pair of trucks at the ends of the car, a centersill supported thereby, transverse members mounted on said center sill,a guide rail fixed to said transverse members, a carriage movablysupported on said .guide rail, a tool-carrying arm pivoted to saidcarriage and adapted to swing under said guide rail, and a spikedrivingspindle carried by said arm.

5. In a spike driving mechanism comprising a center sill, uprights fixedto the center sill,

device of the class described, a

transverse members fixed to said uprights,

a guide rail fixed to said transverse members, a carriage movablysupported on said guide rail, a swinging arm pivoted to said carriageand adapted to swing under said guide rail, a spike driving tool carriedby provided with supporting rollers and guide rollers, gearing carrledby said swinging arm and by said carriage for transmitting power fromsaid driving shaft to said tool, a driving shaftsupported by the carframe and passing through the bearings in said carriage, a guiding andsupporting rail for said carriage mounted on the car frame, and a motorcarried by the car and connected to said driving shaft.

7. In a device of the class described, a car framework comprising acenter sill, a spikeengaging tool, a jaw clutch to hold said tool, saidclutch being rotatively engaged with said tool by the pressure appliedby the operator to drive the spike, adapted to, permit slipping under.excessive the spike, a carriage for said I a friction clutch T1resistance of the spike to driving, a vertical,

shaft carrying said jaw clutch at its lower end and the driven elementof said friction clutch at its upper en d, a vertical shaft axiallycoinciding with the said first-named shaft and carrying the drivingelement of said clutch, a swinging arm carrying said shaft, a movablecarriage for said arm,

means to support said movable carriage from I said center sill, meansfor transmitting powerto said shaft in the various positions of thecarriage, and a motor for furnishing driving power to said means.

8. In a railway car, wheels adapted to run upon a railway track, a carframe supported thereby, cross members carried by said frame, I-beamguide rails hung under the ends of said cross members, carriages havingrollers engaging the fiangesof said I- I" intermediate beam guide rails,and tool-driving mechanisms carried by said carriages. v

9. In a railway car, trucks at the ends thereof, a center sill extendingthroughout the length of the car, transverse members supported by saidcenter sill, guide rails at tached to the ends of said transversemembers, said guide rails extending alon the part of the car and beingshorter than said center sill, movable carriages carried by said guiderails, and tooldriving spindles carried by said movable carriages.

10. In a railway car, trucks at the'ends thereof, a car frame supportedthereby, guide rails carried by said frame at the sides of the car, saidguide rails extending only between the trucks, movable carriages mountedon said guide rails, and tool-driving spindles carried by saidcarriages.

In testimony whereof, I have subscribed my name.

JOHN W. KENDRICK. Witnesses:

F. A. LEHMAN, E. PQSSON.

